Clutch and brake mechanism for presses



Aug. 28, 1951 E. LA-XO ETAL 2,

CLUTCH AND BRAKE MECHANISM FOR PRESSES Filed Nov. 5, 1947 s Sheets-Sheet 1 IN VEN TORI ML W Aug. 28, 1951 E. LAXQ EI'AL 2,566,217

CLUTCH AND BRAKE MECHANISM FOR PRESSES Filed Nov. 5, 1947 1 I s Sheets-Sheet 2 a Z! Z6 7 Haj INVENTOR5 [0 [4x0 By 1922040 2 flaw away Aug. 28, 1951 E. LAXO ETAL. 2,566,217 CLUTCH AND BRAKE MECHANISM FOR .PRESSES I Filed Nov. 5, 1947 3 Sheets-Sheet 5 F INVENTOR! BY M90440 0, flan/away Patented Aug. 28, 1951 UNITED STATES PATENT OFFICE oLU'r'oH AND B A E MECHANISM FOR E Claims. (Cl. 192-.072)

This invention relates to clutch and brake mechanisms, and more particularly to such mechanisms for starting and stopping a stamping press or the like. Iii presses for stamping articles from relatively light metal at very high speeds, such as presses for producing the ends of tin cans, output has been limited by the inability to design a clutch mechanism capable of withstanding continuous operation at high starting speeds. One form of prior clutch mechanisms includes a flywheel having a pin capable of striking a lug on the press crankshaft, to rotate the latter with the fly-- wheel and effect reciprocation of an associated press crosshead and punches with respect to co- -operative dies. The pin strikes the lug at full operating speed, accelerating the crosshead to maximum velocity almost instantaneously and imposing such exorbitant impact and shearing stresses on the pin as to produce its failure after a relatively short period of operation.

It is, accordingly, an object of the present invention to provide a press clutch mechanism which is subjected to a minimum starting load upon engagement of the clutch elements. More specifically, the invention contemplates the use of a friction clutch for effecting a driving connection between the press flywheel or pulley and its crankshaft, and so controlling the positions of rest of the driven parts as to subject the friction clutch elements to a minimum starting load upon their engagement.

Another object of the invention is to provide an improved clutch and brake mechanism, which is readily adjustable to insure stopping and starting of the driven elements at a predetermined point in their operating cycle.

In its general aspects, the invention contemplates the releasing of a clutch and the stopping of the press with its crosshead at a selected point, namely, top dead center. This point is chosen, so that upon re-engaging the clutch to perform the stamping cycle, only a minimum starting load is imposed on the clutch, with the maximum velocity of the crosshead being obtained prior to the cutting and drawing operation in the dies. Although specific reference is made herein to a stamping and similar press, the clutch and brake mechanism has a more general application, as will appear from the description.

One form which the invention may assume is exemplified in the following description and illustrated by way of example in the accompanying drawings, in which:

Fig. 1 is an end elevation of part of asheet part of the toggle Fig. 7 is an end elevation with parts broken away, of the clutch and brake control mecha nism. i Fig. 8 is, a fragmentary, exploded view of the clutch and brake bar and their cooperation with the block attached to the clutch control lever.

The clutch and brake mechanism is shown as applied to a stamping press, which may be designed forpunching and forming the endsof sanitary tin cans. In such press, a crankshaft I0 is rotatably mounted in bearings H at the upper end of the press frame 12, there being a connecting rod [3 mounted on the crank pin I4 of the crankshaft, whose other end is connected to the crosshead l5 reciprocable in the frame guideways l6 and carrying suitable punches I! at its lower end for stamping out and forming the tin can ends in cooperation with the usual press dies '18. The crankshaft I0 is rotatable during the stamping and forming cycle of the press by a driving pulley or flywheel I 9 rotatably mounted thereon and connectable thereto by a suitable clutch20, preferably of the friction type. l i

The driven element 2| of this clutchmay be engaged and disengaged with the driving clutch element secured to the drive pulley l9 through suitable manipulations of a clutch collar .22 lengthwise of the crankshaft. Such movement may be imparted to the clutch collar through a usual forked yoke 23 connected to the collar to permit rotation of the latter, the yoke consti-' tuting the upper, arm of a bellcrank lever 24, pivotally mounted on a stud 25 secured to alstationary part, such as the frame I2 of the machine, with the other bellcrank arm 26 connected to the upper arm 21 of a clutch operating lever mechanism 28 through the intermediary of a link 29 and associated pin connecting elements 30. The clutch operating lever 28 has an extended hub 3| mounted on a suitable post or fulcrum pin 32 secured to and projecting from the frame l2 of the press, the lever also having a lower arm 33 integral with the hub whose manipulations determine the engagement and disengagement of the friction clutch 20, in order to drivably connect or disconnect the driving pulley [9 with respect to the crankshaft Ill.

The crankshaft ii) can be arrested and brought to a stop in a predetermined position through engagement of a brake shoe 34 with the periphery of a brake drum 35 secured to the crankshaft. This brake shoe is afllxed to an arm 36 which may be pivotally mounted on the same post or fulcrum pin 32 as the hub 3! of the clutch operating lever 28. The brake shoe .is applied to the drum 35 by a spring force acting through a toggl-e lever mechanism 31.

As specifically shown in the drawing, the toggle lever device 31 includes an upper link 38 connected tothe brake arm 36 by a pin 351, the lower end of .such link ,being pivotallysecured to the lower lever 49 of the toggle lever mechanism by -,a..pin 4l, which is clamped-to san arm 42 of the lower lever by a suitable screw 43, the pin 41 have ing an eccentric 44 receiving the lower end of the upper link 38 (see Fig. The lever-4G is piv- ,otallymounted on a stud 45secured to the press frame-l2 by a set screw 46 or the like, and such lever also has an arm ll to which the upper-end ofa .threadedrod-M is pivotally secured by being mounted on a stud 49 projecting from the arm. The threaded rod extends through a swivel block 50- oscillatablymounted in the press 'frame it, there being a helicalcompression spring dis- ;posed- 'around the lower end of the threaded rod .andabearing at one end against the swivel block 50 and at the other end upon an adjustingnut 5.2;threaded son the rod, such nutbeing locked, in position on the red or member by a lock nut ilhe extent of lowering movement of the-.rod ll; within the swivel block 56, in moving the brake shoe-toreleasing position, is limited by engagement-of astop nut-54 :on' the rod with the other side of the swivel block, such nut being locked imposition on the'threaded rod-by a lock-nut 5'5.

ltsis evident that rocking of the lower lever "4.0 on its f-ulcrum pin or stud l5-in one direction, as the clockwise direction-as disclosed in Figs. 1 rand- 7, -will'engage the brake shoe 34 with the brakednum 3Sandarrest-movement of the crank-. shaft .4 3, whereas the'spring 51' is tending to move the-parts in a reverse .direction, in order to effect release-of =the'brake shoe from the drum. Engagementof theqbra'keshoe B l is determined by themechanism for releasing the-clutch-ZE, whereas itsdisengagement is effected automatically .uponshifting'of'ithe clutch to engaged position, or may be performed at will through movement of suitable control instrumentalities to be descr-ibedrhereafter. I

The 'clutch oper-atingmechanism includes a tu- 'bular shifter rod 55, whose upper end extends :slidably through a trunnion block, 5'! having a pin- 58 secured thereto pivotallymounted in the :lower endpf the lower clutch operating lever arm .33. The tubular shifter rod 56 has a stop collar 59; secured toits =upper endadapted to engage the upper end of the'trunnion block 5?. The lower .end otthe tubular rod is clamped within a trunnion blocktfl whose pin 5! is pivotally mounted 'within-one1arm-62 of a shipper lever '53 oscillat- "ably mounted uponea stu-d 64 secured to the frame ofL-the press. The-other arm $5 of 'theship perelever is adapted tobegrasped by the hand cf the operator, in order to effect engagement ,Qf

the clutch 29 through elevating the arm 55, its lowering movement being limited by engagement of a stop screw 355 threaded therein against a stationary part of the machine frame. This screw is adjustable within the shipper lever, being held in adjusted position by a suitable lock nut 5! threaded thereon and. adapted to bear against the lever63.

Upon elevating the free end 65 of the shipper lever 83, the latter will be moved in a clockwise direction (as seen in Fig. l), shifting the tubular rod 56 downwardly and rocking the clutch operating lever mechanism 28 in a clockwise direction to engage the clutch 2i and, therefore, effect a drivingconnection between the driving pulley l9 and thefcrankshaft iii. Following such engagement, the shipper lever may be released and it will drop to its initial position as determined by its stop screw 55 resting upon the machine frame. This releasing movement elevates the stop collar .55 away from the trunnion block 5.! pivotally secured to the lower arid-E3 of the clutch operating lever it, to prevent its interference with the movement of the clutch eperating lever .28 in a countercloclm ise direction (as seen inEig. 1.) to clutch releasing position.

The .clutch will remain in engagement so long asit is desired to operate the press. It is, however, released .or disengagedby an electrically actuated trip mechanism, illustrated in the drawing as a.solenoid.58,'in dependence upon the-cur .rent. passing therethrough. The passage of current may .be determined by aconventional switch (not shown) at the will of the operator, or by meansuof other automatic devices installed at suitable points forstopping the press in the event of a jam between punch and die,,or in the event of more thantwo sheetsof tin being fed between the punchand die simultaneously. The solenoid .has a ,plu-ngerlte adapted-tube drawn downwardly within the-solenoid coil 68 upon passageof currenttherethrough. This plunger has a notch .orslot 19. receiving the end ll of a latch bar 12, whichispivotally mounted upon a pin 'lficlamped within the lower arml lof a rocker lever l5 fulcrumed upon a stud l6 secured to the press frame l2, the .other arm ll'of the rocker lever carrying apinilfihaving an eccentric portion 79 (see Fig. 4.) .on which the lower end of a connecting rod 88 is,;pivotally mounted, the other end of the rod being, formed-as aneccentric strap 81 encompassing an eccentric 82 secured on the crankshaft iii of the press. This eccentric is preferably adjustable in-order to vary its throw and the extent of re ciprocation of the connecting rod'fiil and the oscillation of the zlOOkSI member it' l The latch bar 12 extends toward the clutch operating lever 28 from the pivot pin '53 on the rocker-arm 15 through a groove 83 defined be tween the lower arm 33 of the clutch operating lever and a latch block 84 secured to the arm 33 by-acap screw 85. This block has a corner 85 on its-forward face at the base of the groove 83 adapted-to be engaged by the companioncorner 8 of a lower notch on the latch bar, in order to effect release of the clutch 2B in dependence uponthe interruption of the flow current through the solenoid 68.

The latchibar '32 also is instrumental in applying the brake shoe 34 at a predetermined point in the cycle of operation of the press. Such operation is effected by pivotally mounting one end of a brake latch bar 88 on a pin 3 c arm 90 of the lower toggle lever til, the brake latch bar fiil extending adjacent and parallel to 5. the clutch latch bar 12 and having a corner 9| adapted to engage a corner 92 adjacent the base of the latch block groove 83 located on the other side of the block 84 from the corner 88 engageable by the clutch operating latch bar 12. The brake latch bar canbe held in an elevated position by the clutch latch bar, the upper surface 93 of the rearward end of the latter being recessed for engagement with a pin 94 secured to the brake latch bar 88, in order to swing such bar about its pivot pin 89 on the toggle lever 40 and maintain its corner 9| free from engagement with the corner 92 of the latch block, thereby preventing actuation of the toggle lever device and application of the brake shoe 34, until desired.

The clutch latch bar 12 is normally maintained by the solenoid 68 in such position as to hold its corner 81 above its companion corner 88 on the latch block 84, to prevent operation of the clutch operating lever 28 by the latch bar. So long as the machine is operating and current is passing through the solenoid 68, the plunger 89 is held in a downward position, which holds the outer arm of the bar 12 downwardly and its inner arm upwardly, maintaining its corner 81 from engagement with the latch block 84. As previously mentioned, elevation of the rearward end of. the clutch latch bar 12 also elevates the brake latch bar 88, by virtue of engagement of the former with the latters pin 94, holding both latch bars in inoperative positions.

As disclosed in Fig. l, the brake shoe 34 is applied to the drum 35 and the crankshaft I8 is at rest, no current is passing through the solenoid 68, and its plunger 69 occupies an elevated position,v the rear portions of the clutch and brake latch bars 12, 88 being in their lower position for engagement with the respective corners 88, 92 of the latch block 84. When the stamping operation is to commence, current is caused to flow through the solenoid 68 and the driving clutch pulley I9 is rotated by a suitable driving motor (not shown) in a known manner, the current depressing the solenoid plunger 89 and moving the forward end of latch bar 12 downwardly to elevate its other end and also elevate the brake latch bar 88, freeing the corners 81, 9I from the block 84 and allowing the releasing spring to swing the toggle mechanism in a direction to release the brake shoe 34 from the drum 35. The shipper lever 63 is then elevated to swing the associated clutch operating lever 28 in a clockwise direction (as seen in Fig. 1) and effect engagement of the clutch 28 in the manner above described.

Engagement of the clutch effects rotation of the crankshaft I8 and reciprocation of the crosshead I5 in its guides I6 to perform the stamping and forming operations on the tin can ends between the punches I1 and dies I8 of the press. During the rotation of the crankshaft, the eocentric 82 also rotates therewith, reciprocating the connecting rod 80 and rocking the lever on its stud 16, which motion also reciprocates the clutch latch bar 12 across the lower arm 33 of the clutch operating lever 28. However, during such reciprocation of the latch bar 12, which is continuous so long as the crankshaft I 0 is rotating, it can have no effect on the clutch operating lever 28 since its corner 81 is maintained elevated and out of position for engagement with the companion corner 86 on latch block 84 secured to the clutch operating lever arm 33. Suchelevation also maintains the brake latch bar 88 in ineffective position.

In the event that the current to the solenoid 88 is disrupted, its plunger 69 is elevated, dropping the rearward portions of the clutch latch bar 12 and the brake latch bar 38 and allowing the corner 81011 the clutch latch bar 12 to engage the forward corner 88 on the block 84 and the corner 9I on the brake bar 88 to engage the block corner 92. Rearward movement of the clutch latch bar 12 is effected by rotation of the crankshaft I8, eccentric 82, connecting rod. 88 and rocking lever 15, engaging the corner- 81 with the corner 86 and swinging the clutch operating lever 28 in a counterclockwise direc-- tion (as seen in Fig. 1) to disengage the clutch 20. bar 12 also engages the rear corner 92 of the latch block 84 with the brake latch bar corner 9|, thereby coupling the brake latch bar 88 to' the clutch operating lever arm 33 and carrying it in a rearward direction upon swinging of the clutch operating lever in a counterclockwise direction. In view of the connection 89 of the brake latch bar 88 with the lower lever 48 of the toggle lever mechanism, the toggle lever link 38 is moved upwardly to rock the brake shoe arm 36 on its pivot 32 and shift the brake shoe 3 into frictional engagement with the brake drum 35, thus stopping the crankshaft ID.

The counterclockwise motion of the clutch operating lever 28 is permitted in view of the clearance existing between the stop collar 59 and the trunnion block 51, as a result of movement of the parts to clutch engaging position upon depressing shipper lever 63.

By virtue of the mechanism described, it is possible to adjust the parts to insure stopping of the connecting rod I3 and crosshead I5 at top dead center, which is a preferred point. This stopping is assured at the selected point by the adiustability provided by the eccentric pin 18 connecting the rod 89 with the rocker arm 11 and also by virtue of the eccentric pin 4i connecting the toggle lever links 38, 40 together. It is apparent that these eccentric pins may be rotated in their mounting members to alter the relationship of the parts, and then clamped in the desired positions. The eccentric 82 provides a definite time relation between the position of the crankshaft I0 and the motion of the latch bar 12, and also of the engagement of the corner 81 in the latch bar 12 with the latch block 84 secured to the clutch operating lever 28, in effecting disengagement of the clutch 29. This same movement also applies the brake 34, 35 by virtue of engagement of the latch block corner 92 with the corner 9| of the brake bar 88.

As a result, assurance is had that the clutch 29 is released and the crankshaft I8 stopped at top dead center, at which point a minimum starting load will be imposed upon reengagement of the clutch 29 through elevation of the shipper lever 83. The friction clutch insures a comparatively gradual, as compared to an instantaneous, connection between the driving pulley I9 and the crankshaft I9, taking a load off the parts and also minimizing the shock to which the parts are subjected. In view of the top dead. center position which the crankshaft I0 occupies when the clutch 20 is engaged, the initial rotation of the crankshaft in a direction to move the crosshead I5 downwardly is relatively small, the crosshead assuming its maximum velocity upon continued rotation of the crankshaft and prior to engagement of the punches I1 with the sheet metal and its cooperation with the dies I8 in This same rearward motion of the latch.

performing the stamping out and forming operations.

Normally, the brake shoe 34 is engaging the drum 35 when the crankshaft I is at rest, as disclosed in Fig. 1. However, there areinstances in which it is desired to release the brake to permit manual rotation of the crankshaft and of the parts by a workman in accomplishing adjusting and maintenance operations, under which Conditions it is desired to rotate the crankshaft lil, as by inserting a rod (not shown) in one of the holes 95 of a collar 96 fixed to the end of the crankshaft I0,

In order to release the brake 3 manually, a control mechanism is provided, which includes a brake release arm El pivotally mounted on a post '23 secured to the machine frame l2, the arm having a lug dfiengage'able with the underside too of the brake latch bar 88. The end of a link liil is pivotally secured to the brake release arm ti by a pin Hi2, this link being attached to the upper end of a brake release rod Hi3 extending slidably through the tubular shifter rod 55 to a position below its lower trunnion block 85, where it is clamped or otherwise secured to a rod head 5534 connected to a bell crank H35 by a pin [13%. The bell crank is pivotall mounted upon a stud i9? secured to a stationary machine part, the other end of the bell crank being secured to a brake release handle E98 pivotally mounted upon the frame stud 5d of the shipper lever 63 through the intermediary of a suitable link M39.

The brake release arm '9? is normally maintained in an inoperative position, with its lug S9 incapable of holding the brake latch bar 83 in elevated and brake releasing position, by a spring i is received Within a boss l l l forming an integral part of the bell crank lit: and resting upon a stationary part. It is apparent that the spring llil tends to swing the bell crank in a mum terclockw'ise direction (as seen in Fig. l) to move and hold the brake release rod M3 in an upward position and correspondingly swing the brake release arm' 9? in a counterclockwise direction about its fulcrum post 93 to hold the lug 9'9 downwardly with respect to the brake latch bar 83. The extent of such ineffective positioning of the manual brake mechanism is determined by engagement of a set screw H2, secured to the bell crank P35, with a stationary part of the press, the set screw H2 being threaded through a lug l is on the bell crank and held in adjusted position, by a lock nut IE4.

With the machine stationary, if it is desired to release the brake shoe 3d, the brake release handle H38 is depressed to swing the bell crank I 95 in a clockwise direction, which moves the brake release rod IE3 downwardly and swings the brake release arm 9? in a clockwise direction, causing its lug 99 to shift the brake latch. bar 83 upwardly and disengage its corner 9! from the corner {52 of the latch block 34. Upon such disengagement, the spring M is operative upon the toggle mechanism 3'8, 49 to move the brake shoe M from engagement with the drum 35, allowing the parts to be rotated.

Of course, release of the brake handle H18 causes the manual brake operating parts to reassume their initial inefiective positions under the influence of the spring Ill].

As indicated, the parts are disposed in their stationary position in Fig. 1, with the clutch 2B disengaged and the crankshaft Ill occupying its top dead center position. The corners 3?, Sl

on the clutch and brake latch bars E2, 88 are in engagement with the latch block'fid, which holds the brake 3d applied against the brake drum 35. Upon starting the mechanism through passage of current through the driving motor (not shown) and through the solenoid 68, the latch bar 32 is rocked in a counterclockwise direction, as shown in Fig. 1, to elevate its corner 81 from the latch block 84 and also to elevate the brake bar 88 from the latch block 83, which allows the spring fit to release the brake. ihe ship er lever 55 is then elevated and the tubular shifter rod 56 moved downwardly to rock the clutch operating lever 26 in a clockwise direction and efiec't engagement of the clutch 23. The crankshaft Ill is then started from its top dead center position, Which imposes the minimum starting load on the friction clutch 2E3. Whenever the press is to be stopped, the current to the solenoid 68 is discontinued, which causes the automatic release of the clutch 2c and application of the brake shoe M to the drum 35 at a predetermined point in the operating cycle, to insure thatthe press will be stopped at such predetermined point, which, in the present instance, is the top dead center of the orosshead l5.

As indicated, the press may be caused to stop at any 0 der desired point through suitable adjustment or" the various elements and their relationship with respect to one another.

It is, accordingly apparent that a clutch and brake mechanism for a stamping press has been provided, in which the clutch has a relatively long life through avoidance of subjecting its parts to high starting loads, and the press itself has a longer life, in view or the comparatively radual acceleration of the crosshead l5 to its maximum velocity, instead of the instantaneous acceleration of the parts to their full operating speed and maximum velocity.

Whileone form of the invention has been illustrated and described in detail, it to be understood that various changes may be made in its construction by those skilled in the art without departing from the spirit of the invention as defined in the appended claims.

Having thus described our invention, what we claim and desire tosecure by Letters Patent is:

1. An apparatus of the character described, including a driven member, a driving member, a clutch for connecting said driving member with said driven member, a brake for stopping said driven member, means including an operating member for engaging and disengaging said clutch, control means operable by said driven member and connectable with said operating member for disengaging said clutch, means connectable with said operating member for applying said brake in response to movement of said operating member to clutch disengaging position, means engageable with said control means for moving it from conmotion with said operating member, and means for disconnecting said brake applying means from said operating member in response to movement of said control means from connection with said operating member.

2. An apparatus of the character described, including a driven member, a driving member, a clutch for connecting said driving member with said driven member, a brake for stopping said driven member, means including an operating lever for engaging and disengaging said clutch, a clutch latch bar connectable with said lever for disengaging said clutch, means operable by said driven member for reciprocating said clutch latch bar across said lever, a brake latch bar connectable with said lever for applying said brake in response to movement of said lever to clutch disengaging position, means engageable with said clutch latch bar for holding it from connection with said lever during its reciprocation, and cooperable means on said latch bars whereby said clutch latch bar holds said brake latch bar from connection with said lever.

3. A device of the character described compris- 1' ing a rotatable driving member operable by an electric motor, a rotatable driven member, a clutch for engaging said members, a brake for arresting motion of the driven member, means for operating the brake including a resilient member urging the brake operating means to released position, means for operating the clutch, automatic means for operating and latching the clutch and brake, said automatic means comprising a clutch operating member operated by said driven member and movable to and from an operative position wherein it actuates said clutch operating means to disengage the clutch, means controlled and operated by said clutch operating member for actuating said brake operating means i to set the brake, latch means for latching the clutch in disengaged position and the brake in set position when said clutch operating member is in operative position, and electrical means operable by the circuit of said motor to inactivate said clutch operating member during normal operation of the driven member and to activate the same when power to the motor is interrupted.

4. A device of the character described comprising a rotatable drivin member operable by i an electric motor, a rotatable driven member, a clutch for engaging said members, a brake for arresting motion of the driven member, means for operating the brake including a resilient member urging the brake operatin means to released position, means for operating the clutch, automatic means for operating and latching the clutch and brake, said automatic means comprising a clutch operating member operated by said driven member and movable to and from an operative position wherein it actuates said clutch,

operating means to disengage the clutch, means controlled and operated by said clutch operating member for actuating said brake operating means to set the brake, latch means for latching the clutch in disengaged position and the brake in set position when said clutch operating member is in operative position, and a solenoid operable by the circuit of said motor to inactivate said clutch operating member during normal operation of the driven member and to activate the same when power to the motor is interrupted.

5. A device of the character described comprising a rotatable driving member, a rotatable driven member, a clutch for engaging said members, a brake for arresting motion of the driven member, a lever for operating the clutch, a lever for operating the brake, resilient means urging the brake to released position, an automatic control member mounted for oscillation along its longitudinal axis and for rocking movement about a transverse axis, means connecting the automatic member to the driven member to oscillate the former when the driven member is operating, means for rocking the automatic member to an inoperative position when power is supplied to the driving member and to an operative position when said power is interrupted, cooperable means on the automatic member and clutch lever for operating the latter to disengage the clutch and for latching the clutch is disengaged position, connecting means for interconnecting the brake lever and automatic member, and means for establishing an operative connection between said connecting means and automatic member to set the brake and to latch it in set position.

ED LAXO. HAROLD D. FREDENBURGH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,691,129 Roulo Nov. 13, 1928 1,826,289 Shafer Oct. 6, 1931 1,947,892 Walsh Feb. 20, 1934 2,024,293 Keall Dec. 17, 1935 2,130,139 Knochl Sept. 13, 1938 2,330,550 Cameron Sept. 28, 1948 

